THE ADAPTIVE SIGNAL CONTROL AND ADVANCED TRAFFIC MANAGEMENT SYSTEM FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM - STPLN1 6084(227) - PROPOSAL FOR
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PROPOSAL FOR THE ADAPTIVE SIGNAL CONTROL AND ADVANCED TRAFFIC MANAGEMENT SYSTEM FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227)
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) 1. INTRODUCTORY LETTER 4637 Chabot Drive Suite 300 January 28, 2020 Pleasanton, California 94588 TEL 925.398.4840 Lisa Petersen Assistant Public Works Director/Town Engineer 41 Miles Avenue Los Gatos, CA 95030 RE: Proposal to Provide Adaptive Signal Control and Advanced Traffic Management Systems for the Town-Wide Traffic Signal Upgrade Program, Federal Contract Number: STPLN1 6084(227) Dear Ms. Petersen and Members of the Selection Committee: Kimley-Horn is excited to submit our proposal to deliver an Advanced Traffic Management System (ATMS) with an Adaptive Traffic Control System (ATCS) to the Town of Los Gatos (Town). We understand that the Town’s procurement of the central traffic management and adaptive traffic control system is a key part of your larger vision to synchronize the traffic signals and greatly improve travel reliability. We believe that we are the best qualified team to partner with the Town to successfully deliver this project. Based on our project team’s extensive experience deploying our Kimley-Horn Integrated Transportation System (KITS) across the United States and many counties in the Bay Area—including San Mateo County, Alameda County (San Leandro and Hayward), Santa Clara County (San Jose), and Sonoma County (Rohnert Park)—we feel that we are the best fit for Los Gatos. We are proposing our KITS as the traffic signal system for this project and our Kadence integrated adaptive traffic control module. We have formed a core team of traffic signal management system specialists with exclusive knowledge of KITS who will work side-by- side with you on every aspect of this project. We understand not only the technical needs of a traffic signal management system, but also the system integration, equipment installation requirements, and timing conversions for a successful ATMS deployment. As we have done with many other agencies, we look forward to bringing our KITS and Kadence expertise to the Town for a successful project implementation. We believe the Kimley-Horn team is the right partner for the Town of Los Gatos for the following reasons: We Have a Proven Track Record. Kimley-Horn has both the expertise and resources to manage and deliver projects like this. We have a 53-year history in traffic engineering and more than 4,200 employees in 90 offices nationwide. The KITS software has been deployed for traffic management since 1989 for more than 50 agencies. We have more than 20 software and system engineers working on KITS, Kadence, and related transportation management software systems. The KITS and Kadence system is trusted and operated by some of the largest agencies in the U.S., including Caltrans District 4, San Jose, Los Angeles, the cities within San Mateo County, Mesa, Austin, Philadelphia, and Miami. We also have many agencies that use KITS and Kadence that are of similar size to Los Gatos, including Rohnert Park; Surprise, AZ; and Visalia, CA. Kimley-Horn is 100-percent employee-owned, which means we are a stable and financially responsible firm that will serve the Town for the duration of this project and beyond. Our System Meets the Town’s Needs, Both Now and in the Future. The KITS and Kadence system is ideal for the Town’s current and future needs. We will fulfill all critical and desirable functional requirements except for one critical requirement (dropping signals from adaptive to coordination during preemption at a different signal) and one desirable requirement (running Kadence on iOS/Android). Our Traction mobile app is being enhanced to satisfy the spirit of the desirable requirement in 2020, and we would like to discuss the necessity of dropping additional signals to coordination during preemption, during the next phase of the procurement process.
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) Our open system can operate with multiple modern controllers and local firmware as the Town looks to upgrade their infrastructure to current standards and needs. Kadence is fully integrated in the KITS system and requires no additonal field hardware of black boxes. ATSPM capabilities (Kimley-Horn’s “Traction” software) can be added, as well as bicycle detection, emergency vehicle preemption, CCTV, DMS, and a host of other modules. Like KITS, Kadence, Traction, and all other modules can operate with multiple controller types and firmware, supporting any type of detection and communication systems. This provides the Town with flexibility for future needs and plans. Proven Team Committed to the Town of Los Gatos. Our well-rounded team consists of individuals who are passionate about serving clients and delivering successful systems, particularly for clients that need a “turn-key” implementation. Our Project Manager, Brian Sowers, P.E., and our local team, have extensive experience in the planning, design, and implementation of traffic signal management systems in the Bay Area, including Rohnert Park, South San Francisco, Menlo Park, San Jose, Hayward, San Leandro, Alameda County, and throughout San Mateo County. The members of the Kimley-Horn team, as identified in our example project qualifications, have all worked together on similar projects (including everyone on the organizational chart on the same project!) to this one. Brian, Doug, and Seth have all worked together for more than 10 years. We are truly excited about the opportunity to offer the Town of Los Gatos the KITS ATMS, the Kadence ATCS, and our team’s ability to deliver a diverse range of exceptional professional services. We look forward to partnering with the Town of Los Gatos and demonstrating how you can expect more and experience better with Kimley-Horn. Should you have any questions or need additional information regarding this proposal, please do not hesitate to contact Brian at brian.sowers@kimley-horn.com or 925.398.4862. Sincerely, KIMLEY-HORN AND ASSOCIATES, INC. Brian Sowers, P.E. Project Manager/Authority to Bind Kimley-Horn Note: Kimley-Horn acknowledges receipt of all Addenda and Attachments associated with this RFQ. Town of Los Gatos | TCIT77001.20 ii
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) TABLE OF CONTENTS 1. Introductory Letter.............................................................................................................i 2. Executive Summary .........................................................................................................1 3. Consultant Information, Qualifications, and Experience....................................................14 4. Organization and Approach.............................................................................................26 5. Scope of Services...........................................................................................................37 6. Schedule of Work............................................................................................................45 7. Conflict of Interest Statement .........................................................................................46 8. Litigation........................................................................................................................47 9. Contract Agreement........................................................................................................48 10. Federal-Aid Provisions .................................................................................................49 11. Cost Proposal ...............................................................................................................50 12. System Requirements ..................................................................................................51 Town of Los Gatos | TCIT77001.20 iii
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) 2. EXECUTIVE SUMMARY Project Understanding and Approach The Town of Los Gatos is looking to implement a new Town-wide Advanced Traffic Management System (ATMS) at 31 total traffic signals and Adaptive Traffic Control System (ATCS) system at 13 of those traffic signals. The overall goal of the project is to replace the existing traffic signal system and outdated technology to provide for better monitoring, status, security, and recordkeeping, along with a system with overall increased functionality and capabilities. This project consists of procurement and deployment of the ATMS/ATCS system, traffic signals controllers, and Ethernet switches for upgraded communications. The following summarizes the 31 project intersections with the 13 ATCS locations noted: 1. Alberta Way/Saratoga Road (ATCS) 17. N. Santa Cruz Avenue at Blossom Hill Road 2. Los Gatos Boulevard at Saratoga Road (ATCS) 18. University Avenue at Blossom Hill Road 3. Los Gatos Boulevard at Caldwell-Kennedy Road (ATCS) 19. Blossom Hill Road at Vasona Park Driveway 4. Los Gatos Boulevard at Nino Avenue (ATCS) 20. Blossom Hill Road at Union Avenue 5. Los Gatos Boulevard at Roberts-Shannon Road (ATCS) 21. Winchester Boulevard at Daves Avenue 6. Blossom Hill Road at Roberts Road (ATCS) 22. Winchester Boulevard at Lark Avenue 7. Los Gatos Boulevard at Blossom Hill Road (ATCS) 23. University Avenue at Lark Avenue 8. Blossom Hill Road at Camella Terrace (ATCS) 24. Ola Road at Lark Avenue 9. Blossom Hill Road at Cherry Blossom Lane (ATCS) 25. Winchester Boulevard at Wimbledon Drive 10. Los Gatos Boulevard at LG Almaden Road (ATCS) 26. Winchester Boulevard at Albright Way 11. Los Gatos Boulevard at Village Square (ATCS) 27. Knowles Drive at Dardanelli Lane 12. Los Gatos Boulevard at Gateway-Garden Lane (ATCS) 28. Knowles Drive at Capri Lane 13. Los Gatos Boulevard at Lark Avenue (ATCS) 29. Winchester Boulevard at Knowles Drive 14. N. Santa Cruz Avenue at Main Street 30. Los Gatos-Almaden Road at National Avenue 15. University Avenue at W. Main Street 31. Los Gatos Boulevard at North 40 Driveway 16. N. Santa Cruz Avenue at Andrews Street As noted in the RFP, the Town’s traffic signals currently have Econolite ASC/2 or ASC/3 controllers with proprietary communications/ protocols. Some of the traffic signals are connected by fiber optic cable and twisted pair copper communications, with many of the traffic signals utilizing phone drops and modems to connect to the Town’s current ATMS to monitor operations or change traffic signal timing. A portion of the traffic signals currently do not have communications. The goal of the overall project is to connect all traffic signals with ethernet communications back to the new ATMS. The current traffic signal cabinets at the intersections are a combination of NEMA TS-1 and NEMA TS-2-Type 1 cabinets. A majority of the intersections have Type P cabinets (NEMA TS-1 and NEMA TS-2-Type 1). Two of the intersections have Type M TS1 cabinets, which may need to be upgraded to house new equipment. Most of the intersections currently have video detection with Iteris Vantage Edge 2 cameras with other locations having a different type of detection. It is the overall goal to upgrade aged video detection equipment and add additional video detection as required. To meet your vision, goals, and objectives for this project, Kimley-Horn proposes our Kimley-Horn Integrated Transportation System (KITS) ATMS and Kadence (ATCS) adaptive system, with ATC or 2070 controllers and D4 local firmware. The D4 controller firmware, which is supplied by Advanced Traffic Solutions, LLC., is the local firmware used by the City of San Jose, many San Mateo County agencies as part of the C/CAG Smart Corridors Program, and other local agencies such as the City of San Francisco and Town of Los Gatos | TCIT77001.20 1
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) Rohnert Park. As an open system, KITS also supports the Caltrans 2070 TSCP firmware. Note that Caltrans District 4 already uses KITS as the ATMS for all signals in District 4 and recently selected Kimley-Horn to deploy our ATCS system Kadence along State Route corridors throughout the Bay Area. Therefore, if the Town wants to connect and integrate any of the six (6) Caltrans traffic signals within the Town to KITS/Kadence system, they can easily do so with our system. Additional controller firmwares are supported by KITS/Kadence, which allows for future flexibility if the Town prefers an alternative local controller firmware to D4. In addition to D4 and Caltrans firmware, the following are some of the additional local controller platforms that are compatible with KITS and our ATCS Kadence: • Econolite ASC/3 • Econolite EOS • BI Tran/McCain 233 • Econolite Cobalt • Intelight MaxTime As an open platform provider, Kimley-Horn will integrate new or legacy controller firmware not already supported by KITS as agency needs arise. Further, KITS can provide seamless transition for the Town between new and old technologies under one software system by supporting multiple types of firmware under the same software suite. Additionally, KITS monitors and integrates ITS devices and services including: • Closed circuit television (CCTV) • Uninterruptible power supplies • Wind warning signs • Asset management • Control room video walls • Flood control devices • Dynamic message signs (DMS) • Arterial detection devices • Mobile applications • School flashers • Roadway weather sensors • Maintenance activities/tracking Kimley-Horn and KITS offer you the best solution for your ATMS for the following reasons: Complete Open Solution. We are proud to propose an open solution that broadens your possibilities. We believe the KITS central platform offers the Town the most features to meet your current and future needs. Your system will have a complete set of innovative tools to manage, monitor, and analyze your entire signal control and ITS enterprise. This includes valuable productivity tools such as second-by-second historical intersection timing, real time and historical time-space diagrams, congestion management, data analysis and archiving, performance management, and a tremendous amount of built-in and configurable reports. Your system will take advantage of the growth in mobile computing and integrate these devices to provide you access to your assets with email and text alerts, and alarms. Our extensive deployment experience will enable our team to deliver a holistic and innovative solution. Continuous Innovation. Kimley-Horn continues to improve and expand our software to meet the evolving needs of our clients and take advantage of the latest technologies. Our software development roadmap ensures we anticipate our client needs before they occur and update functionality to meet these future needs. As new features are developed, our open architecture allows those innovations to be shared with all of our client agencies. This spirit of innovation has led to unique applications including a bicycle detection app, a centralized emergency vehicle pre-emption module, and our new web-based performance management product, Traction, which will be provided to the Town for one year at no additional cost as part of the project. Client Service and Quality Commitment. You are familiar with Kimley-Horn and our commitment to client care and customer service. That same commitment extends to our software services. We have successfully developed and implemented a support model where we utilize our experienced IT and traffic engineering professionals who offer responsive KITS customer care. This on-site service is supplemented by our software development and integration team to provide more specialized support. The firm selected will be responsible for furnishing, installing, integrating, and testing all software and hardware for an operational ATMS and ATCS system for the project intersections. Also, the project will provide training and project documentation for the proposed system. As part of this project, Kimley-Horn will procure and furnish Ethernet switches. The Town will be responsible for establishing communications between the system servers and all traffic signal controller cabinets at the project intersections. In addition, the Town Town of Los Gatos | TCIT77001.20 2
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) will be responsible for the required detector configuration and a contractor will install new controllers at the cabinets. A separate contract will be completed for the design of communications/traffic signals infrastructure improvements and to procure a construction contractor to install new traffic signal cabinets, new/upgraded communications, and other field improvements. At the same time, Kimley-Horn will provide feedback on the design of the improvements and be on-sight during controller deployments to assist with timing related issues and during detection system configuration to assist with proper configuration of the detection for the ATCS. In summary, Kimley-Horn will deliver the following services and equipment in this project: »» KITS ATMS Town-wide license (no limit on »» Feedback/comments on design plans number of signals) (to be completed by others) »» Kadence ATCS licenses for 13 intersections »» Detection configuration requirements »» 31 ATC controllers with Fourth Dimension D4 local traffic »» Signal timing conversion control software »» Suggested timing changes to current background »» One mid-range Dell or HP server for running Kadence coordination plans (added service) and KITS »» Configuration of all project intersections in KITS »» SQL server license and Microsoft applications necessary »» Configuration and tuning of Kadence for KITS and Kadence operation »» Training and documentation »» Installation and configuration of all central and field software and hardware »» Three years of support service »» Controller cabinet inventory and suggested »» Free one-year subscription to Traction Performance cabinet upgrades Analytics Minimum Qualifications of Personnel Kimley-Horn meets/exceeds the minimum requirements as outlined in the RFP as follows: • Three+ Similar Projects within the last 5 years: Kimley-Horn has recently completed similar ATMS/ATCS projects locally in San Jose, Rohnert Park, and Hayward/San Leandro/Alameda County (AC Transit Line 97 Project) and is currently in deployment of similar projects with South San Francisco and Caltrans. We discuss in further detail some of our similar completed projects in Section 3 of this proposal. • Project manager and team members serving in similar roles on at least 1 project: Our project team members proposed for this project have been involved in all recent local deployments as noted above (San Jose, Rohnert Park, Line 97, South San Francisco, Caltrans). Our project manager, Brian Sowers, P.E., served as project manager on the AC Transit Line 97 project and is serving as a task leader on all other local projects. • Traffic Engineer (or approved other professional) to stamp timing sheets: Our project manager, Brian Sowers, P.E., is a licensed Civil Engineer who specializes in traffic operations and traffic signal timing. As such, we are proposing to have him stamp the timing sheets as required. If needed, an alternate Traffic Engineer can be brought onto the team to stamp the timing sheets. Kadence System Overview and Adaptive Methodology The Kadence system optimizes traffic signal timing to balance performance benefits for safety and efficiency. The system is not intended to replace the need for sound traffic engineering but rather supplement the traffic engineer’s toolbox with another tool that can handle fluctuations in demand and short and long-term changes in land use and traffic patterns. The system is proven to provide long term benefits. The Kadence ASCT is a modern Windows client-server application compatible with Windows 10 and Windows Server 2012/2016. Multiple agencies (if desired) can access the system with appropriate privileges for monitoring only, monitoring and control, configuration, and other highly granular access capabilities. Town of Los Gatos | TCIT77001.20 3
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) Computer Hardware We typically deploy the system with two Windows server computers (HP, Dell, Lenovo, etc. per your IT standards) but for small systems, this can also be accomplished on just a single server. We transfer all hardware warranties (five years) to the Town upon delivery. The Kadence client application is compatible with all versions of Windows 7/8/10. With the current announcement by Microsoft to sunset support for Windows 7, we recommend upgrade of Town workstations to Windows 10. The client application is not resource-heavy, so most modern laptop and desktop computers have sufficient memory and resources for adequate performance. Multiple monitors at workstations can enhance the experience for users of Kadence by taking advantage of our workspace functionality. Cloud deployment is also possible, but most small agencies are more cost-effectively served by on-premise installation of a single server and the Kadence client on existing Windows computers. System Startup and Shutdown Kadence starts up with no manual inputs or controls and runs automatically. Shutdown or restart of the system services can be accomplished by a user through Windows service manager. All data is retained and processes are properly closed. Servers which are connected to an uninterruptible power supply (UPS) will continue operating during a power failure. System restart protocols typically limit the occurrence of unplanned program execution. When or if an operator identifies improper operation, system restart of Kadence services can be done manually through the Windows service manager. Note that during any failure of the central ASCT components, the traffic signals in the field will continue operating with the backup time-of-day (TOD) plans in the controller. System Failure and Recovery A wide variety of non-fatal errors are commonly logged to the system log including communication failure, controller errors, excessive preemptions, signal conflict events, and detector failures. Kadence continues operation appropriately and such errors do not disable the adaptive operation completely. All system events can be designated as alarms or text/email alerts. System Access and Security Any number of users can access the system simultaneously, regardless of LAN/WAN or VPN. Kadence uses Windows 10 security for authentication (Active Directory), so passwords and usernames are maintained by the IT department according to Windows logins (i.e. there is no separate password and login for Kadence to remember or forget). Permissions are highly configurable by agency type, user type, and role. System Usability The KITS client uses the latest technologies from Microsoft, including .NET and Windows Presentation Foundation to bring the most advanced user interface in the market to its users. KITS was developed on the principles of direct manipulation and recognition over recall to help simplify the use of complex field devices and operations into a single, easy to use, and remember user interface. KITS supports multiple windows and docking, windows size control, quick access menus, internet based map integrations, and the presentation of key intersection information to the user at all times. Town of Los Gatos | TCIT77001.20 4
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) Kadence Adaptive Control and Methodology Kadence is comprised of five principle algorithms for tuning signal splits, offsets, cycle time, phase sequence, and TOD schedule. In the Kadence approach, second-by-second phase timing and detector data is polled from the controller. New signal timing parameters are downloaded to field controllers every 3-4 cycles. The field controller then begins operating in an actuated-coordinated with these new settings. Kadence is dependent on a central system server that is connected on an IP communications network to each field controller. Kadence has no field equipment in each cabinet, the software system resides completely at central. Stop bar detection is used for cycle, splits, and phase sequence tuning. Advance detection is only needed for offset tuning and for measuring stopped and flowing vehicle queues. Advance detection can be used upstream of the controller connected to the downstream controller, or as exit detection connected to the upstream controller (including a controller that is not intended to be adaptively controlled.) Kadence is detection- technology agnostic. In all cases, better performance will be achieved with lane-by-lane detection, but this is not required. Kadence detects the presence of queues by measuring the average occupancy on a queue detector. When the level of occupancy is consistently high (a user-configurable threshold of occupancy) for several minutes (a user-configurable threshold of time), IF…THEN logic conditions can be configured to put Kadence into a variety of congestion management modes by selecting a new response coordination pattern with associated configuration parameters for Kadence to begin metering, increase cycle time, or change the coordination flow pattern. All pedestrian functions are handled by the local controller. Kadence can be configured to allow split tuning below the splits that meet ped clearance time minimums, which results in a transition event if a pedestrian push button is activated or can be configured to only allow splits that are larger than the ped clearance time. Advance walk, delay walk, and all other pedestrian settings are handled by the field controller. New signal timing parameters are downloaded to field controllers every 3-4 cycles. The field controller then Modern user interface with internet maps begins operating in an actuated- Town of Los Gatos | TCIT77001.20 5
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) coordinated with these new settings. Based on past experience with adaptive systems that override the controller’s timings every second (Real-Time Hierarchical Optimized Distributed Effective System (RHODES), Optimized Policies for Adaptive Control (OPAC), Split Cycle Offset Optimization Technique (SCOOT), Sydney Coordinated Adaptive Traffic System (SCATS), and InSync), this methodology of downloading new timings is more reliable, safer, and less error prone. Kadence is proven to require minimal capital investment, infrastructure, detectors, configuration, and calibration. The system operation has been validated in over 20 deployments nationwide to produce improvements to travel time and system delay over actuated-coordinated operation with TOD plans. Long term benefits not typically captured in a short before-and-after study are also accrued over time as the traffic patterns shift due to construction, incidents, land use changes, and so on. Kadence configuration parameters and algorithm computation process Configurable parameters include: • Exclude any phase from split tuning by pattern • Configure minimum and maximum cycle time • Exclude or allow any lead-lag sequence by pattern • Set phase minimum and maximum bounds by pattern, by phase • Exclude or allow cycle tuning by pattern • Exclude or allow cycle selection • Exclude or allow offset tuning by pattern • Select any phases for biasing, by pattern • Configure maximum deviation of splits from pattern values • Configure operation by TOD and Pattern • Configure maximum deviation of offsets from pattern values All Kadence algorithms and services operate at a central TMC. There are no field hardware components to install or maintain. If a Kadence algorithm fails, controllers will return to their normal TOD operation. In addition, Kadence can be turned ON or OFF from central and scheduled to run on a TOD, day-of-week schedule. When Kadence is OFF, the controller will return to their regular non-adaptive Town of Los Gatos | TCIT77001.20 6
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) operation as programmed in the controller (time-based coordination (TBC) coordination or free, as configured). Kadence does not send hold or force-off commands to controllers, or suppress phase calls, so there is no risk of a controller getting stuck in a certain phase. All controller features operate normally including pedestrians, transit priority, and preemption. Kadence can run alongside an existing central system on an IP network using NTCIP or AB3418 protocols, depending on what is supported by the field device. Kadence is already integrated fully with D4, TSCP, ASC/3, NextPhase, and the McCain 233. Kadence can meet a variety of agency objectives, including these strategies as described in the following sections: • Maximizing throughput on a coordinated route • Manage the length of queues • Providing smooth flow on a coordinated route • Optimize operation to minimize phase failures • Providing access equity for all phases at an intersection • Combinations of these objectives Flexible scheduling interface Maximize the Throughput on a Coordinated Route Kadence maximizes throughput on a coordinated route by using a combination of offset tuning, split tuning, cycle tuning, and phase sequence selection. Kadence tunes offsets to provide smooth flow, which increases the throughput on the route by reducing stops. By tuning (increasing) the coordinated phase splits, more time can be provided to that route when the level of traffic on the side streets and other competing phases is reduced. In the split tuning algorithm, coordinated phase utilization measures can be biased so that more time for that movement is protected which provides more opportunities for progression along the route. If the coordinated phases are over a specified threshold for phase utilization, the cycle time can also be increased to provide additional throughput on the critical route. In addition, Kadence can modify the phase sequence to a lead-lag combination for left turns to increase the amount of time that the critical through route receives if there is very low opposing left-turn volume. Town of Los Gatos | TCIT77001.20 7
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) For example, a change from lead-lead to lag-lead would be predicated if: • Phase 5 has a heavier utilization than phase 1 • Phases 2 and 5 have heavier total utilization than phases 1 and 6 • Offsets are then adjusted after the sequence change is evaluated and a similar comparison is done for the other barrier group (phases 3, 4, 7, and 8). Cycle Selection Throughput is also improved on coordinated routes by determining a decision to either implement the cycle time that is next in the TOD schedule earlier or later than was originally planned. This can be used in conjunction with the cycle tuning method (discussed below) or alone. This allows the system to adapt to changes to the beginning or end of peak periods. The same evaluation approach for the incremental cycle tuning algorithm described previously is used but rather than changing the cycle just a few seconds, the system enables the new cycle time immediately and recalculates splits and offsets appropriately. The algorithm begins considering implementing the next pattern in the TOD schedule early if it less than a configurable number of minutes before the next pattern change time. For example, this threshold time might be set to 30 minutes prior to the schedule change so if the pattern is scheduled to be adjusted at 10:00am, the algorithm will begin considering implementing the next pattern at 9:30 AM. If the thresholds for phase utilization are not exceeded to implement a lower or higher cycle, the current cycle is retained. If the phase utilization thresholds are not exceeded after the scheduled time to change to the next cycle, the system can keep the current pattern in operation. After a configurable amount of time, however, the system will transition to the next pattern in the TOD schedule. Town of Los Gatos | TCIT77001.20 8
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) Provide Smooth Flow Along Coordinated Routes Tuning offsets improves progression performance along primary routes for phases that are coordinated. Offset tuning algorithms are particularly straightforward. The concept of the data-driven offset adjustment algorithm is to maximize the number of vehicles arriving during the green phase. Periodically, small, incremental adjustments are made to the offset to maximize the total proportion of cyclic flow arriving to a green light. This concept is then expanded to consider and mitigate the effects of such modifications to the offset value for multiple approaches (including the consideration of cross-coordination on all four approaches) and the effects of changes at a given intersection on adjacent intersections. A user-configurable maximum deviation from the original setting (either an increase or decrease to the offset value) is defined for each offset to restrict the algorithm (if desired) from drifting too far away from the original solution. The user can also specify that this value is unbounded, which allows the system to search for any offset. For example, if the initial offset is 20s and the maximum deviation is set to 10s, the algorithm will be restricted to implement offsets with the range of 10s to 30s. Each controller considers a range of offset settings: no change, adjust up to seconds earlier, or adjust up to seconds later. The adjustment maximum step size is a user-configurable value. If the value is set at 10, for example, Pursue coordination diagram Kadence will search offsets in each step in the range of (+10, +9, +8, +7, …., 0, -1, -2, -3,….., -10). If the difference in the % arrivals on green between the evaluated offsets is not greater than small amount of improvement, say, 5%, the controller will remain at the current offset. This reduces transition events that do not result in significant improvement to performance. Distribute Phase Times in an Equitable Fashion Splits are tuned by collecting volume and occupancy data from detectors at the stop bar of the intersection similar to the methods used by SCATS and SCOOT. The algorithm attempts to equalize the degree of saturation on all the phases at the intersection. This algorithm also allows coordinated phases (or any phase, but this biasing is typically applied to coordinated phases) to have biased splits, so that Town of Los Gatos | TCIT77001.20 9
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) progression is protected when the saturation level of the coordinated phase is lower than that of side-streets. Without such biasing, split adjustment methods that equalize the degree of saturation on all phases tend to focus more on providing adequate level of service (LOS) on side streets while degrading progression along a critical route. Any phase can also be determined to be left out from the split tuning process. This is commonly applied to phases on minor side-streets that very occasionally experience busy traffic flows that do not last more than a few minutes. In the absence of regular arrivals, the splits will be adjusted to the minimum possible value. Since the absence of traffic on the side-street will naturally result in additional time to the main street when the phase is skipped, the side-street phase may be set by the traffic engineer to a reasonable value that provides adequate LOS during the burst and kept fixed. Kadence will adjust the other parameters as appropriate. A good example for this would be the exit from a church. The split adjustment algorithm takes minimum and maximum constraints into account, and allows the user to either adhere to pedestrian crossing times or not. If the pedestrian crossing times are allowed to be larger than the split, then when a pedestrian pushes the button requesting service, the intersection will likely go into transition. In areas with low pedestrian volume, this is typically acceptable operation. If pedestrian volumes are quite high, it is more typical that the crossing constraints would be considered as minimum phase durations. Manage the Length of Queues Kadence explicitly measures queue lengths and queue detectors can be used to change Kadence operating parameters by putting the system into congestion management patterns when queue detector data exceeds a user- configured threshold. Queue lengths are balanced or managed by modifying splits, offsets, cycle time, and phase sequence. Future work will include integration of the methodology we developed in NCHRP 03-90 that tunes splits on a route based on measurement of the degree of oversaturation. This process uses the TOSI (temporal oversaturation level) and SOSI (spatial oversaturation level) measures to determine the amount of green time to add and subtract, respectively, from a phase. Simply speaking, there are two ways to deal with oversaturation: one is to increase the downstream output rate and the other is to constrain the upstream input rate. These two basic actions result in three mitigation strategies for an oversaturated phase. Town of Los Gatos | TCIT77001.20 10
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) At an Isolated Intersection, Optimize Operation with a Minimum of Phase Failure Cycle time is adjusted on a section- or arterial-wide basis to provide adequate capacity to operate all of the signals under capacity and reduce the occurrence of phase failure. Kadence uses a heuristic rule to adjust the cycle time up or down a given step size. In a straight-forward fashion, if the cycle time is increased by four seconds, then every phase on the controller gets a proportion of the additional time. For example, if there are four phases per ring, one additional second is provided for each phase split. The split adjustment algorithm will refine the splits at a later step if this allocation results in uneven phase utilization. The step size is user-defined. Minimum and Maximum cycle limitations are imposed including limitations by minimum green, pedestrian clearance times, and user-defined minimum and maximum cycles. As a reliability measure, there must be at least 3 cycles of vehicle-occupancy data for critical phase utilization monitoring detectors in the system to execute the cycle tuning algorithm. This methodology will tend towards longer cycles during peak periods as traffic demand builds, which is generally accepted as an appropriate strategy. Recent research (National Cooperative Highway Research Program (NCHRP) 03-90) we conducted is indicating that when the conditions are extremely oversaturated, shorter cycles will provide more efficient throughput. These algorithms are currently in development. This will improve the capability of Kadence to provide sound decisions during incident response conditions, such as heavy diversion of flows from a freeway to a parallel arterial or frontage road system. The cycle tuning algorithm used in Kadence extends from a “critical intersection” algorithm. The phases that are designated to be checked in the cycle tuning algorithm are determined by the user. When the average phase utilization on these critical phases is above the user-defined threshold (say, 80% phase utilization) to increase the cycle, a given (the user-defined step size) number of seconds are added to the cycle time. Similarly, the system cycle time is decreased by a fixed number of seconds when the average of the phase utilization on the critical phases is less than a lower threshold (say, 65% phase utilization). Town of Los Gatos | TCIT77001.20 11
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) A Combination of Two or More of these Strategies Kadence balances and optimizes combinations of operational objectives by running multiple algorithms together. Each algorithm can be enabled or disabled by pattern, so cycle tuning, or other algorithms can be deliberately disabled by the traffic engineer by time of day. Five principle algorithms are included in Kadence for tuning splits, offsets, cycle time, and phase sequence. Based on the configurability of the system by TOD pattern, each of these objectives can be addressed at different times. Kadence has been applied to more than just arterial corridors, including grids and interchanges. Additional features planned in the roadmap will extend Kadence’s applicability to oversaturated conditions and diversionary routes and groups. Kadence System Requirements Field Configuration Requirements There is no additional hardware added to the cabinet. All Kadence algorithms and services operate at a central TMC. There are no field hardware components to install or maintain. If a Kadence algorithm fails, controllers will return to their normal TOD operation. Kadence does not send, hold or force-off commands to controllers, or suppress phase calls, so there is no risk of a controller getting stuck in a certain phase. All controller features operate normally including pedestrians, transit priority, and preemption. Good detection is the key ingredient to effective traffic control (adaptive or otherwise). Kadence uses detectors at the stop bar for tuning splits, cycle, and sequence. Kadence uses detection at mid-block, dilemma-zone, or exit zones to tune offsets and estimate queue lengths for adaptive operation during oversaturated conditions. Phases that do not have detection cannot be tuned, but other phases at the intersection can still be tuned with appropriate configuration. It does not matter what kind of detector is used (loops, radar, video, etc.). Stop bar detectors can be any length, there is no specific length requirement. If new stop bar loops or zones are being added, shorter zones are better. Upstream zones should be as short as possible, standard 6x6 loops or zones work well. There is no specific placement distance of advance loops or zones. Further away from the intersection will produce better performance (except if using video that is monitoring both stop bar and advance zones where there is a balance between detection accuracy and fidelity). It is not necessary that every intersection has a full suite of lane by lane detection for every phase. Intersections with very minor side-street volumes can typically be configured for offset tuning only if stop-bar detection for the coordinated phases is not present. Lane by lane detection will improve performance significantly, but the system will operate with multiple lanes tied together into one detection channel, if necessary. Separating detection by lane is typically an inexpensive investment that will yield significant performance improvements. It is better to separate all of the channels (or none of the channels) at an intersection rather than doing some but not others, but Kadence will use the maximum utilization of all detectors configured for the phase for tuning. If video cameras are used, like with traditional actuated operation, mounting should be done to minimize occlusion of one or more lanes by vehicles. Advance and stop bar zones can be done with one camera if mounted properly (i.e. high enough). If detector channels are limited, right turn lanes with RTOR allowed can typically be removed from configuration if the movement has low risk of becoming popular at certain times of day in the future. Field configuration data needed for understanding what will be needed for setup and operation of Kadence: • Location and length of all detectors and operational status of desirability or necessity to remain on this mode loops, cameras, or cards/racks • Identification of which detectors are currently tied together and • Detectors set for presence and not pulse operation whether or not they can be separated in the cabinet, pull box • Detector number assignments for each lane and which phase • Available space for additional detection cards or racks for each detector calls (for interchanges, identify which phases are additional inputs controlled by the same detectors) • IP communications parameters • Phase to movement assignments (e.g. 2 = WBT) • Distance between intersections (stop-bar to stop-bar) • Default sequence and all allowable sequences • Offset reference mode • Identification of which phases are on min. or max. recall and Town of Los Gatos | TCIT77001.20 12
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) Schematic Diagram – Kadence Kadence is a centralized adaptive system. Each intersection is connected to the Kadence server via IP communications using NTCIP. Kadence polls each controller once per second for status and downloads new cycle, split, offset, and sequence information approximately every three cycles. Kadence can receive commands from KITS to turn intersections ON/OFF and set operational modes. Traction Smart Transportation Analytics Kimley-Horn has included a one-year Silver level license for Traction, our next generation platform for advanced transportation analytics and performance measures, at no additional cost. Traction complements the KITS solution and provides an extensive set of transportation performance analytics, comprehensive on-line reporting, and powerful data visualizations, all accessible from any workstation, smartphone, or tablet. Traction is easy-to-use, browser and mobile- based, and hosted in the Microsoft Azure cloud. Traction is designed to provide data and analytics to drive transportation congestion improvements for local and state government agencies. The software features three main modules: • The ATMS Status Module includes a Android and iOS native mobile application that provides users with their KITS ATMS system status including conflicts, online/offline, flash, and more. The mobile application is available for Android and iOS and is fully integrated with the Traction web application. • The Traction Trajectory Data Module allows a user to perform travel time runs in the field and collect second-by-second travel time data throughout the trip using the same native mobile application. Once complete, user trips can be uploaded and viewed in the Traction web application. • The Traction Crowd Data Module allows the collection of crowd-sourced travel time data from Google, Azure, and/or Waze for any preconfigured, user-defined route. For our clients that are part of the Waze Connected Citizen Program (CCP), Traction also provides access to historical traffic alerts, irregularities, and jams. Town of Los Gatos | TCIT77001.20 13
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) 3. CONSULTANT INFORMATION, QUALIFICATIONS, AND EXPERIENCE Relevant Project Experience Kimley-Horn has experience with concept of operations, requirements, design, installation, development, implementation, and evaluation of ATCS systems across the nation in almost all 50 states.The following projects represent a sample of the Kimley-Horn team’s relevant experience with projects of similar scale and complexity. We are proud of our working relationship with our clients and much of our success over the last 53 years is directly related to our efforts to perform high-quality, timely services for all of our clients. We invite you to contact our clients and talk to them about our work history, quality of service, and if they would again select us for similar services. C/CAG Smart Corridor ATMS, San Mateo County, CA Kimley-Horn deployed and integrated over 225 traffic signals with the KITS ATMS in San Mateo County. This smart corridor traffic management system includes deployments of KITS in 10 of the 20 cities in San Mateo County in 2012-2013 including San Mateo, Belmont, Redwood City, Menlo Park, as well as Caltrans District 4. The KITS system includes the Kadence ATCS ATCS with 10-12 deployment in Menlo Park; future support for over 1,000 signals Signals Near Schools in San Mateo County; and over 1,500 signals managed by Key Staff Caltrans District 4 throughout the Bay Area. The KITS incident detection and management module is used to identify traffic diversion from U.S. 101 onto local Doug Gettman – arterials and automatically engage incident response timing plans on the arterial streets. System Project Manager fail-over and redundancy provisions are provided for multi-jurisdictional command and control. Seth Searle – Lead Systems Engineer Matthew Tinney – System Engineer Brian Sowers – Lead Traffic Engineer Contracting Agency: Consultant Project Manager and Contact Information: C/CAG Doug Gettman; 7740 N 16th St #300, Phoenix, AZ; doug. Contracting Agency Project Manager: gettman@kimley-horn.com; 602.944.5500 John Hoang Project Objective: Contracting Agency Contact Information: Deploy and integrate over 225 traffic signals with the KITS 555 County Center, 5th Floor, Redwood City, CA; 650.363.4105 ATMS in San Mateo County Contract Amount: Project Outcome: $1,500,000 Over 90 traffic signals were upgraded to 2070 ATC with D4 firmware. KITS was successfully installed for 10+ agencies. Funding Source: 10 signals were configured with Kadence in Menlo Park and C/CAG successfully demonstrated to reduce corridor travel time Date of Contract: and delays on El Camino Real. More than 200 Caltrans TSCP September 2012 signals were integrated in the system. Date of Completion: Initial and Final Contract Costs: April 2016 $1,500,000 original project with $200,000 of on-going maintenance funds through 2021. Town of Los Gatos | TCIT77001.20 14
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) Advanced Traffic Management System (ATMS), City of Rohnert Park, CA Project with FHWA ATMS for Agency of ATCS with 10-12 MSE Requirements 30-50K Population Signals Near Schools The City of Rohnert Park has procured and installed KITS as its advanced traffic management system along with the Kadence module serving as its adaptive traffic control system for 19 signals on two major City corridors. This project required a detailed communication and detection analysis of the Key Staff project locations and the installation of an ATSPM solution for long-term monitoring of traffic signal performance. Other tasks include detection modifications and ongoing long-term training for City Seth Searle – staff. Project Manager/Lead Systems Engineer (KITS/ Kadence/ATSPMs) Brian Sowers – Task Leader for Signal Timing/Kadence Tuning Doug Gettman – Project Director, QA/QC Tim McCarron – Task Leader for Field Deployment Matthew Tinney – Systems Engineer (KITS) Contracting Agency: Consultant Project Manager and Contact Information: Seth City of Rohnert Park Searle; 7740 N 16th St #300, Phoenix, AZ 85020; Contracting Agency Project Manager: seth.searle@kimley-horn.com; 602.944.5500 Vanessa Garrett Project Objective: Contracting Agency Contact Information: Procure and install KITS and Kadence for 19 signals on two 130 Avram Avenue, Rohnert Park, CA 94928; 707.588.2251 major City corridors Contract Amount: Project Outcome: $547,170 Kadence successfully deployed on 19 locations. Additional 4 signals added to the project and Kadence expansion to those Funding Source: 4 signals is currently underway. Federal funding through state distribution of CMAQ funds Initial and Final Contract Costs: Date of Contract: Initial project contract amount was $483,470 and a change August 2018 order to add 4 additional signals was executed for $63,700 for Date of Completion: a total of $547,170. Initial project fully deployed December 2019 Town of Los Gatos | TCIT77001.20 15
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) KITS Advanced Traffic Management System, City of Visalia, CA Kimley-Horn is completing the installation of the City’s new Traffic Signal System which includes the KITS software, new Model ATC 2070s and integration with the City’s existing traffic signal controllers. The KITS central system is fully installed and as part of the first phase Kimley-Horn integrated the City’s existing Model 170 (200SA) controllers. This installation included the virtualization of the KITS ATMS for Agency of application software, system maps integration, field device configuration, and acceptance testing 30-50K Population (against the system requirements). The next phase will be the procurement (by the City) and integration of new Model ATC 2070 controllers. The new KITS ATMS is responsible for the management and monitoring of field devices, communication networks, network devices, displays, security, and other ATMS subsystems and elements defined in the City’s Requirements Matrix. For the second phase of the system deployment, it will include full integration of the City’s next generation traffic signal controllers with the KITS for arterial traffic management where Kimley-Horn will integrate up to 75 Model ATC 2070 traffic signal controllers and software including the controller database conversions, central and field testing, and full system commissioning. Key Staff Matthew Tinney – Lead Systems Engineer (KITS) Seth Searle – Systems Engineer (KITS) Contracting Agency: Date of Completion: City of Visalia System fully installed October 2019 Contracting Agency Project Manager: Consultant Project Manager and Contact Information: Eric Bons Kevin Aguigui; 1300 Clay St, Oakland, CA 94612; Contracting Agency Contact Information: kevin.aguigui@kimley-horn.com; 510.350.0217 707 W. Acequia Avenue, Visalia, CA 93291; 559.713.4350 Project Objective: Contract Amount: Furnish, install and integrate existing City controllers and up to $460,000 75 Model ATC 2070 traffic signal controllers and software Funding Source: Project Outcome: STP/CMAQ Project still on-going Date of Contract: Initial and Final Contract Costs: September 2017 Project still on-going (anticipated completion Winter 2020) Town of Los Gatos | TCIT77001.20 16
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) KITS ATMS and Kadence Traffic Control System, City of South San Francisco, CA Kimley-Horn is working with the City of South San Francisco to implement an adaptive traffic control system (ATCS) to help relieve congested corridors that experience large fluctuations of traffic on up to 100 signalized intersections throughout the City. Our scope of work includes furnishing, configuring, and testing new traffic signal controllers, and communications network switches for the City to install. The existing traffic signal controllers will be upgraded Project with FHWA to Model 2070 controllers with D4 firmware. Kimley-Horn will be using the Kadence Adaptive Traffic Signal System MSE Requirements in conjunction with our KITS system. Key Staff Brian Sowers – Task Leader for Signal Timing/Kadence Tuning Doug Gettman – System Engineer Seth Searle – System Engineer Tim McCarron – Task Leader for Field Deployment Contracting Agency: Date of Completion: City of South San Francisco 18 cycles are online in KITS and Kadence has been deployed Contracting Agency Project Manager: at 5 signals on Oyster Point Parkway. David Bockhaus Consultant Project Manager and Contact Information: Contracting Agency Contact Information: Kwasi Akwabi; 1300 Clay St, Oakland, CA; Kwasi.akwabi@ 555 N. Canal, South San Francisco, CA; 650.829.3832 kimley-horn.com; 510.625.0712 Contract Amount: Project Objective: $2,000,000 Implement an ATCS to help relieve congested corridors that experience large fluctuations of traffic on up to 100 signalized Funding Source: intersections throughout the City Local Project Outcome: Date of Contract: Project is on schedule and within budget with estimated April 2019 completion for December 2020. Initial and Final Contract Costs: No difference. Town of Los Gatos | TCIT77001.20 17
ATMS FOR THE TOWN-WIDE TRAFFIC SIGNAL UPGRADE PROGRAM – STPLN1 6084(227) San Jose Kadence Adaptive System Deployment, City of San Jose, CA Kimley-Horn has deployed Kadence for 75 traffic signals in San Jose. The Tully Road Commercial District Corridor and Saratoga Avenue Corridor are two major corridors located in the east and west part of the city, respectively and were included in the initial project to implement Kadence adaptive control along the 35 signals on those corridors. They connect major commute routes and major commercial, ATCS with 10-12 business, and entertainment hubs in the surrounding areas. Kadence was implemented to monitor and Signals Near Schools adjust splits, offsets, cycle lengths, and sequence in real-time to optimize traffic flows and automatically handle traffic incidents. As the initial project concluded, a supplemental agreement was executed to convert an additional 40 signals over from SCATS to Kadence to improve traffic flow along 6 additional corridors throughout the city. Key Staff Doug Gettman – Project Manager Seth Searle – Lead Systems Engineer (KITS/Kadence) Brian Sowers – Task Leader for Signal Timing/Kadence Tuning Contracting Agency: Project Objective: City of San Jose Deploy and integrate 35 traffic signals with Kadence adaptive Contracting Agency Project Manager: traffic control in San Jose along Tully Road and Saratoga Ho Nguyen Avenue and perform before and after studies to evaluate performance. Contracting Agency Contact Information: 200 E. Santa Clara Street, 8th Floor, San Jose, CA 95113; Project Outcome: 408.535.3850 Kadence was successfully deployed along Tully Road and Saratoga Avenue and before and after studies demonstrated Contract Amount: improvement from previously configured TOD plans. The $860,000 before and after report for Tully Road in San Jose was Funding Source: performed by TJKM, a local Bay Area minority-owned traffic OBAG Smart Intersections Grant and Local Funds engineering firm. The results indicate 5-20% improvements in Date of Contract: travel time and system delay. Additional studies are on-going August 2017 and can be provided to the City upon completion. Date of Completion: Initial and Final Contract Costs: May 2019 The initial contract covering the 35 signals along Tully Road and Saratoga Avenue was $860,000. 40 additional signals Consultant Project Manager and Contact Information: were added to the project under a supplemental agreement Douglas Gettman; 7740 N 16th St Suite 300, Phoenix, AZ for $210,000, bringing the final cost for all 75 signals to 85020; doug.gettman@kimley-horn.com; 602-906-1332 $1,070,000. Town of Los Gatos | TCIT77001.20 18
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